Relationships between Urban Form and Travel Behaviour in Athens, Greece. A Comparison with Western European and North American Results

In Athens, a series of political events during the last two centuries influenced urban planning, resulting in a unique land use and transport system. In this paper, we examine their relationships in this uncommon system and compare them with those in Western European and North American cities. Data from Metro Development Study (1996) were employed in multiple regression models for Athens, while results from similar studies in Western cities were used as the basis for comparisons. The results for Athens show that residential density is a key factor influencing mainly modal split, whereas distance from city centre and the extent of road network mainly influence trip length and energy consumption by car. An interesting threshold of 200 persons/ha is identified, in which significant changes in travel behaviour occur. In contrast, “land use mix” appeared to have no effects on travel behaviour. The international comparisons revealed differences regarding the density threshold and the role of land use mix, while results concerning residential density, distance from city centre and socio-economic characteristics are in line with those from other European and American cities. The case of Athens adds to the notion that land use policies could constitute a tool for changing travel behaviour. However, urban form parameters, and their critical thresholds, may vary from country to country, especially among cities in Europe and America, which means that no universal standards can be adopted. Finally, it could be argued that in all cases, if more compact urban structures are adopted, more sustainable travel patterns will emerge

Development and transport implications of automated vehicles in the Netherlands: scenarios for 2030 and 2050

Automated driving technology is emerging. Yet, little is known in the literature about when automated vehicles will reach the market, how penetration rates will evolve and to what extent this new transport technology will affect transport demand and planning. This study uses scenario analysis to identify plausible future development paths of automated vehicles in the Netherlands and to estimate potential implications for traffic, travel behaviour and transport planning on a time horizon up to 2030 and 2050. The scenario analysis was performed through a series of three workshops engaging a group of diverse experts. Sixteen key factors and five driving forces behind them were identified as critical in determining future development of automated vehicles in the Netherlands. Four scenarios were constructed assuming combinations of high or low technological development and restrictive or supportive policies for automated vehicles (AV …in standby, AV …in bloom, AV …in demand, AV …in doubt). According to the scenarios, fully automated vehicles are expected to be commercially available between 2025 and 2045, and to penetrate the market rapidly after their introduction. Penetration rates are expected to vary among different scenarios between 1% and 11% (mainly conditionally automated vehicles) in 2030 and between 7% and 61% (mainly fully automated vehicles) in 2050. Complexity of the urban environment and unexpected incidents may influence development path of automated vehicles. Certain implications on mobility are expected in all scenarios, although there is great variation in the impacts among the scenarios. Measures to curb growth of travel and subsequent externalities are expected in three out of the four scenarios

Exploring the direct and indirect effects of urban form on travel choices. The case of Athens, Greece

The article deals with the influence of land use on transportation. In studies up to the present, the relationship between the two has been regarded as an 'autonomous' system, an approach that has resulted in simplistic conclusions. The present study introduces non-urban form parameters, in pursuit of a two-fold goal: a) to compare the degree of influence of urban form and non-urban form parameters on travel behaviour; b) to identify the urban form parameters that directly influence transport choices. Data from the Metro Development Study has been employed for the area of Athens. The results indicate that urban form parameters influence public transport use and walking, the mean journey length and energy consumption by car, more than do non-urban form parameters. Non-urban form parameters influence mostly car use. The urban form parameters that turn out to influence transport choices directly are residential density and distance from city centre. Finally, conclusions about the strategic planning priorities that Athens could adopt in order for more sustainable travel patterns to appear are presented.urban form characteristics, non-urban form characteristics, travel behaviour, direct-indirect effects, sustainable development, Athens, Greece, sustainability, land use, transport choices, public transport, walking, journey length, energy consumption, car travel, strategic planning, travel patterns,

Overall synthesis and conclusions

This chapter first systematically summarizes the most important findings and policy implications of each of the chapters included in this book volume. Next it synthesizes the overall findings and policy implications, and discusses future avenues for policy making and research. A first conclusion is that the chapters make clear that the ranges in policy relevant implications of AVs, within the scope of each chapter/topic, are still relatively broad. Secondly we conclude that research that is conceptually rich is more valuable for policy making. Thirdly we hypothesize that context matters for the uptake, impacts, and specific system design characteristics of real world AV implementation. Fourth we conclude that research on the global south has been limited so far. Fifth we argue that AVs, shared vehicles and electric vehicles (EVs) might stimulate each other in a positive way, in all directions. Finally we conclude that AVs will have wider societal implications, such as in the area of land use, accessibility, social exclusion, governmental expenditures, the labor market, and the environment. The more indirect the effects of AVs are, the more difficult they are to understand. For policy making a first conclusion is that the issues of ethics, cyber security and data protection deserve way more attention than they currently get. We also conclude that future motorway network extensions might not be no-regret anymore, because of possible congestion reductions due to AVs, but also because of decreasing marginal values of time. Finally we argue that countries that introduce AVs later than other countries can learn a lot from the real world experiences elsewhere.</p

Built Environment, Travel Attitudes and Travel Behaviour: Quasi-Longitudinal Analysis of Links in the Case of Greeks Relocating from US to Greece

In this study, the possible causal links between the built environment, travel attitudes and travel behaviour of people that have moved between totally different urban and transportation contexts were investigated. A quasi-longitudinal design was developed to collect data about the perceived neighbourhood characteristics, neighbourhood preferences, travel attitudes and changes in car, walking and bicycle usage of 51 Greeks who relocated from the US to Greece. Variable reduction techniques were applied prior to developing our models because of the small sample size. The results of this study offer support for a causal relationship between the built environment and travel behaviour identified in the existing literature. For instance, longer travel time to city center was associated with higher car use, higher density neighbourhoods and increased accessibility to local amenities were associated with increased bike use and better access to a district shopping center was associated with more walking after relocation. Our results also showed that in contexts like Greece, where transport infrastructures are not adequately developed, lack of safe bike conditions and easy access to public transportation are important determinants of bicycle use and walking. Thus, according to our results, promoting sustainable mobility in contexts like Greece would require not only enhancing accessibility through relocation of activities, but also by improving infrastructures for public transport, bicycle and walking

Governance cultures and sociotechnical imaginaries of self-driving vehicle technology: Comparative analysis of Finland, UK and Germany

As an emerging technology, the potential deployment of self-driving vehicles (SDVs) in cities is attributed with significant uncertainties and anticipated consequences requiring responsible governance of innovation processes. Despite a growing number of studies on policies and governance arrangements for managing the introduction of SDVs, there is a gap in understanding about country-specific governance strategies and approaches. This chapter addresses this gap by presenting a comparative analysis of SDV-related policy documents in Finland, UK, and Germany, three countries which are actively seeking to promote the introduction of SDVs and which have distinct administrative traditions. Our analytical framework is based on the set of premises about technology as a complex sociotechnical phenomenon, operationalized using governance cultures and sociotechnical imaginaries concepts. Our comparative policy document analysis focuses on the assumed roles for SDV technology, the identified domains and mechanisms of governance, and the assumed actors responsible for steering the development process. The results highlight similarities in pro-automation values across three different countries, while also uncovering important differences outside the domain of traditional transport policy instruments. In addition, the results identify different types of potential technological determinism, which could restrict opportunities for responsiveness and divergent visions of mobility futures in Europe. Concluding with a warning against further depolitization of technological development and a dominant focus on economic growth, we identify several necessary directions for further developing governance and experimentation processes.</p

Unanticipated implications for society and governance

In this paper we focus on the development of a new service model for accessing transport, namely Mobility as a Service (MaaS) and present one of the first critical analyses of the rhetoric surrounding the concept. One central assumption of one prevalent MaaS conceptualization is that transport services are bundled into service packages for monthly payment, as in the telecommunication or media service sectors. Various other forms of MaaS are being developed but all tend to offer door-to-door multi-modal mobility services, brokered via digital platforms connecting users and service operators. By drawing on literature concerned with socio-technical transitions, we address two multi-layered questions. First, to what extent can the MaaS promises (to citizens and cities) be delivered, and what are the unanticipated societal implications that could arise from a wholesale adoption of MaaS in relation to key issues such as wellbeing, emissions and social inclusion? Second, what are de facto challenges for urban governance if the packaged services model of MaaS is widely adopted, and what are the recommended responses? To address these questions, we begin by considering the evolution of intelligent transport systems that underpin the current vision of MaaS and highlight how the new business model could provide a mechanism to make MaaS truly disruptive. We then identify a set of plausible unanticipated societal effects that have implications for urban planning and transport governance. This is followed by a critical assessment of the persuasive rhetoric around MaaS that makes grand promises about efficiency, choice and freedom. Our conclusion is that the range of possible unanticipated consequences carries risks that require public intervention (i.e. steering) for reasons of both efficiency and equity. Peer reviewe

Analysis and modelling of performances of the HL (Hyperloop) transport system

Abstract Introduction Hyperloop (HL) is presented as an efficient alternative of HSR (High Speed Rail) and APT (Air Passenger Transport) systems for long-distance passenger transport. This paper explores the performances of HL and compares these performances to HSR and APT. Methods The following performances of the HL system are analytically modeled and compared to HSR and APT: (i) operational performance; (ii) financial performance; (iii) social/environmental performance. Results The main operational result is that the capacity of HL is low which implies a low utilization of the infrastructure. Because the infrastructure costs dominate the total costs, the costs per passenger km are high compared to those for HSR and APT. The HL performs very well regarding the social/environmental aspects because of low energy use, no GHG emissions and hardly any noise. The safety performance needs further consideration. Conclusions The HL system is promising for relieving the environmental pressure of long-distance travelling, but has disadvantages regarding the operational and financial performances

Policy implications of the potential carbon dioxide (CO₂) emission and energy impacts of highly automated vehicles

This chapter explores the extent to which the adoption of highly automated vehicles (AVs) will lead to carbon dioxide (CO2) emission reduction in the future. Additionally, policy implications are given. Based on existing literature, this chapter shows that the adoption of AVs will result in a modest improvement of CO2 emission per kilometer traveled compared to non-autonomous vehicles in the future. Combined with the expectations that AVs will lead to a modest to, even, high growth in vehicle kilometers traveled (VKT) compared to business as usual, the net energy and CO2 emission balance for AVs seems, at its best, to be neutral, but is probably negative. The potential accelerating role of AVs in relation to the uptake of electric vehicles might have the largest positive impacts on the CO2 emissions per kilometer driven, but this accelerating role of AV technology in relation to the uptake of electric vehicles is uncertain. For the time being the most useful policy implication to curb road transport CO2 emissions seems to be to continue with policies that promote the use of alternatives for fossil fuels, such as electricity.</p

Overall synthesis and conclusions

This chapter first systematically summarizes the most important findings and policy implications of each of the chapters “Factors affecting traffic flow efficiency implications of connected and autonomous vehicles: A review and policy recommendations” by Narayanan et al.; “Automated bus systems in Europe: A systematic review of passenger experience and road user interaction” by Heikoop et al.; “Cyber security and its impact on CAV safety: Overview, policy needs and challenges” by Katrakazas et al.; “Cybersecurity certification and auditing of automotive industry” by Mateo Sanguino et al.; “The wider use of autonomous vehicles in non-commuting journeys” by Kimber et al.; “Policy implications of the potential carbon dioxide (CO2) emission and energy impacts of highly automated vehicles” by Annema; “Potential health and well-being implications of autonomous vehicles” by Singleton et al.; “Data protection in a GDPR era: An international comparison of implications for autonomous vehicles” by Costantini et al.; “Ethical issues concerning automated vehicles and their implications for transport” by Dogan et al.; “Governance cultures and sociotechnical imaginaries of self-driving vehicle technology: Comparative analysis of Finland, UK and Germany” by Mladenović et al.; “Wider implications of autonomous vessels for the maritime industry: Mapping the unprecedented challenges” by Ghaderi; “The potential for automation to transform urban deliveries: Drivers, barriers and policy priorities” by Paddeu and Parkhurst. Next it synthesizes the overall findings and policy implications, and discusses future avenues for policy making and research. A first conclusion is that the chapters make clear that the ranges in policy relevant implications of AVs, within the scope of each chapter/topic, are still relatively broad. Secondly we conclude that research that is conceptually rich is more valuable for policy making. Thirdly we hypothesize that context matters for the uptake, impacts, and specific system design characteristics of real world AV implementation. Fourth we conclude that research on the global south has been limited so far. Fifth we argue that AVs, shared vehicles and electric vehicles (EVs) might stimulate each other in a positive way, in all directions. Finally we conclude that AVs will have wider societal implications, such as in the area of land use, accessibility, social exclusion, governmental expenditures, the labor market, and the environment. The more indirect the effects of AVs are, the more difficult they are to understand. For policy making a first conclusion is that the issues of ethics, cyber security and data protection deserve way more attention than they currently get. We also conclude that future motorway network extensions might not be no-regret anymore, because of possible congestion reductions due to AVs, but also because of decreasing marginal values of time. Finally we argue that countries that introduce AVs later than other countries can learn a lot from the real world experiences elsewhere.Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.Transport and Logistic